Railway-car truck.



No. 693,672. Patented Feb. la, |902. F. F. SHAFFFR.

RAILWAY CARTBUGK.

(Appl cat on led Oct 22 1901 v2 Sheets-Sheet 2.

(No Modal.)

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RAILWAY-CAR TRUCK.

SPECIFICATION forming part of Letters Patent No. 693,672, dated February18, 1902. Application filed October 22, 1901. Serial No. 79,599. (Nomodel-l fo (L7/Z LU/tom zr may concern.-

Be it known that 1, FRANCIS F. SHAFFER, a `citizen of the United States,residing at Onmberland, in the county of Allegany and State of Maryland,have invented new and useful Improvements in Railway Car Trucks, ofwhich the following is a specification.

This invention relates to railway-car trucks, and has for its object,first, to provide animproved sectional truck the sections of which areflexibly connected together in such manner that the car may readily turn sharp curves at a high speed with perfect safety and with slight wearon the wheel-anges and rails.

It also has for its object to so construct such trucks that the weightof the car will be equally supported on all the wheels.

It has for another object to provide improved means for automaticallymaintaining the equipoise of the car in turning curves.

Finally, ithas certain otherobjects in view, which will hereinafter bemade apparent.

To these several ends my invention consists in the features and in theconstruction, combination, and arrangement of parts hereinafterdescribed, and particularly pointed out in the claims following thedescription, reference being had to the accompanying drawings, forming apart of this specification, wherein- Figure l is a View in sideelevation of my improved truck. Fig. 2 is a top plan View. Fig. 3 is atop plan view of the central section and the inner ends of the endsections, the bed-frame or platform being removed. Fig. et is a verticalcentral sectional View of the truck. Fig. 5 isaviewin end elevation.Fig. (l is a detail sectional view illustrating one of the bolsters andits spring-supports and the lshoes carried by the bolster, and Fig. 7 isa detail view of one of said shoes andone end of one of the bed-frame orplatform beams. Fig. S is a detail view illustrating a modifiedconstruction of the means employed for snpporting the sides of the car.

In constructing myimproved truck I make it in three independentsections, respectively indicated by the letters A, B, and C, the letterA indicating the central sect-ion and the The central section Acomprises a rigid rectangular frame consisting of two side beams 1 andend beams 2, transverse beams 3 being arranged 4, of usual construction,in which are journaled axles 5, each having mounted thereon a car-wheel6. As will be observed, each car- Wheel will thus be mounted on anindependent axle, and the wheels are thus enabled to turn independentlyof one another, whereby in turning curves each wheel will rotate nofaster or slower than is actually necessary, thereby avoiding thegrinding action of the wheels on the rails which always occurs in suchcase where the wheels are rigidly mounted in pairs on an axle common toboth. Supported centrally in the frame is aspider 7, consisting of fourarms or Webs 8, disposed at approxi mately right angles to one anotherand united at their outer ends to the side beams 1 of the frame andconverging at their inner ends and terminating in a hollow boss orb0xing 9. The spider may be either cast integrally with the frame or maybe bolted or otherwise suitably fastened thereto. The front and rearsides of the boss or boxing 9 are vertically slotted, as at 10, andremovably fitted in said boxing is a brass or bearing-block 11,ofBabbitt or other suitable antifriction metal, for the purposehereinafter explained.

The truck-sections B and C are exact duplicates of one another, and thedescription of one of them therefore will suffice for both. Each of saidsections consists of a frame comprising a transverse beam 12, to eachend of which are connected the ends of two parallel beams 13 and 14.,which form supports for journal-boxes 15. In each pair of journalboxes15 is journaled an axle 16, on which is rigidly mounted a car-wheel 17,the two carwheels being independently rotatable in the manner beforedescribed. As clearly shown in the drawings, the beams 13 and 14 are ofskeleton formation for the sake of lightness, and said beams at theirends opposed to the transverse beam 12 are connected to the ends ofayoke 15% Each pair of beams 13 and 11i between the car-wheel 17 and theend of the yoke 15:L is formed with horizontal webs 10"L and verticalbraces 17, which form a hous- IOG ing, and in said housings are fittedthe ends of a transverse bolster 18, which is adapted to have a freeVertical movement therein. The ends of the bolster rest on coiledsprings 19, which are fitted in the housings between the ends of thebolster and' the lowermost webs 16 of the housings, whereby the holstersare yieldingly supported in place. The holsters are held against endwisedisplacement by bolts 20, that pass through the webs 16 and through theends of the bolster, the arrangement being such that while the bolsterisprevented from moving longitudinally in the housings by said bolts theynevertheless are free to move vertically therein to the extent suchmovement will be permitted by the springs. Fixed centrally in the end ofthe ryoke a is a pin or shank 21, terminating at its outer end in acup-shaped head 22. The shanks 21 ofthe two sections B and C fitlooselyin the slot-s 10 of the boss or boxing 9,

, carried by the central section A, the heads 22 of said Shanks restingon the bearing-block 11 and inclosing between them an antifriction steelball 23. As shown, the bearingblock consists of a rectangular metallicblock arranged to closely fit the boxing and having aconcave upper sideon which the cup-shaped heads 22 are adapted to freely and easily movein every direction. Said heads and the interposed antifriction-ball 23constitute a species of universal ball-bearing joint which will flexiblyconnect the two sections B and C to the section A and to each other, or,in other words, the sections B and C will readily assume differentangular positions relatively to the central section A and to onelanother.

It will be observed from the foregoing description that each of thesections B and C is supported at one end by the car-axles 16 and at itsother end by the boss or boxing 9,carried centrally by the centralsectionA in line with the axles 5, and as the holsters 18 support thecar, as will presently be explained, the weight of the car will besustained by the laxles of the respective section-s A, B, and C.

As clearly shown in the drawings, the bolsters are supported on thesections B and C at points distant from the axle 16 substantially equalto one-third the distance between said axles and the axles 5. Hence itfollows that two-thirds of the weight supported by each bolster will besustained by one pair of the axles 1G and one-third bythe axles 5; butas the axles 5 sustain onethird of the weight supported by each bolstert follows that each pair of axles 5 and 16 will support an equal weight,or one-third of the entire weight supported by the truck, therebyequally distributing the weight upon all the axles.

The car is supported on the holsters in t-he following manner:Straddling said holsters is a bedframe or platform 24, constructed andsupported on the bolsters as follows: The numeral 25 indicates twoparallel longitudinal beams, each preferably consisting of twoslightlyarched metallic plates 2G, rigidly bolted or riveted together,said plates at their opposite ends being welded or otherwise suitablysecured together, as shown. Said beams 25 are rigidly united near theiropposite ends by U-shaped hangers 28, each consisting of astrongmetallic strap having its ends bent upward at right angles, as at27, and inserted between the plates 26, to which they are firmly boltedor riveted, as at 29. Said beams are united at the center by across-brace 30, consisting of a U-shaped metallic plate 3l, the ends ofwhich are bent downward at right angles and are inserted between theplates 26, to which they are bolted by bolts 32. Arranged between thebeams 25 is a pillow-beam consisting of two parallel metallic plates 33,united at their ends by transverse horizontal webs 34 and midway betweentheir ends by a similar web 35, said webs being preferably formedintegral with the plates 33. Longitudinal elliptic springs 36 are.disposed between the end webs 34 ofthe pillow-beam and the hangers 28and operate as yielding or elastic supports for said beam. Disposedbetween the central web 35 and the cross-brace 30 is a pillow-block 37,in which is fitted an upwardly-projecting pedestal 38, that projectsloosely through a suitable aperture formed in the cross-brace 30 and isprovided on its upper end with a cup-shaped or concave socket 39, inwhich is stepped the lower rounded end of the king-bolt or pintleattached to the bottom of the car-bolster, as

usual. The pedestal passes through the pillow-block 37 and through theweb 35 and has an enlargement head or nut 3S on its lower end, whichoperates to hold the pedestal and pillow-block in place. The ends ofthebeams 25 rest loosely in shoes 40, each consisting of a casing havingvertical sides 41 and open ends, as shown, the bottom of the casinghaving a recess 42 formed in its upper side, forming a tray orreceptacle adapted to contain oil or other suitable lubricant. The endsof the beams 25 rest in said shoes between the vertical sides 4l thereofand are freely movable therein, and on the bottom of the ends of saidbeams are formed depending flanges or projections 43, that project downinto the recesses 42 in the bottoms of the shoes. The projections 43 areof less length than said recesses in order to permit of the movementbetween the shoes and beams and act as guides which aid in maintainingthe beams in place in the shoes. Each of the shoes is provided on itsunder side with a tenon 44, having a semispherical or rounded end whichrests in a correspondingly-shaped concavity or socket 45, formed in theupper side of the bolster. In rounding a curve the tenons are free toturn in the sockets with but little friction, and by supplying thereceptacles 42 in the IOO IIC

shoes with oil the ends of the beams will likewise freely move in theshoes to accommodate themselves to the angular movement of the bolsters.

By means of the arrangement shown it Will be readily seen that theWeight of the car is supported by the bed-frame' 24, which straddles theholsters, and by the latter iseq'ually distributed to the threetruck-sections A, B, and C. Vhen the car strikes a curve, the Wheels 17of the end truck-sections in following the curve shift said endtruck-sections B and C laterally to one side, said sections turningabout the boss or boxing 9 on the center of the central section as acenter, and hence all the axles of the three truck-sections will betruly radial to the curve described by the rails, and hence the WheelsWill travel around the curve with a minimum of friction, Wear, andresistance. rIhis lateral shifting movement of the end truck-sections ispermitted by ilexibly connecting said sections centrally to the centralsection by the ball-and-socket joint, as stated, and by movably seatingthe ends of the bed-frame in the shoes, which in turn are rotatablysupported on the bolsters,

' as before explained, and by pivotally connecting the car to the truckat but one single and central point. By thusrshifting the end sections Band C laterally under the car t0- Ward t-he shorter or inner curve a rmand secure support for the car is thus interposed on the low side of thetrack, thus supplying an additional element of safety.

In practice inverted- U -shaped wheel-guards 46 are formed With orattached to the end beams 2 and 3 of the central section A and extend upvertically from the upper side of the latter and straddle the Wheels 5and guard the latter from any possible contact With the sides of thebed-frame. With a View also to strengthening the central section A, Icast with or fasten to the side beams l of said frame a centralcross-beam 47, and I also provide the beams 1 with central verticalprojections or standards 4S, that project up between the sides of theyokes 15. Pendent from the hangers 2S are vertical arms 49,Whichrespectively pass down in front and rear of the standards L1S and belowthe frame of the central section A and are rigidly connected together attheir lower ends by a tie-rod 50. This arrangement guides and limits thevertical movementofthe bed-frame on its springs.

In constructing railways Vit is the universal practice to make the outerrail on curves higher than the inner rail, so that the outer Wheels willbe raised higher than the inner Wheels, so as to resist the centrifugalforce of the car in rounding the curve and overcome the tendency of thecar to leave the track. This usually results in causing the car to leanto one side toward the lower or inner rail, and in order to prevent suchleaning of the car and to automatically maintain its equipoise I providethe following mechanism Disposed between the ends of the bolsterscarried by the end sections of the truck are toggle-levermechanisms,constructed as follows,the mechanism on one side of the truckbeing the duplicate of that on the other, and a description of one willtherefore suffice for both. Swiveled on each end of each bolster is abearing comprising a sleeve 51, provided intermediate its ends With apendent pintle 52, that is rotatably fitted in a vertical perforation orsocket 53, formed in the bolster. Movably fitted in each sleeve is a rodor pin 54, which is provided at its inner end with a bifurcated head 55.Pivoted in each of the heads 55 is one end of a bar or lever 5d, and theadjacent ends of each corresponding pair of said levers or of each pairof said levers on either side of the truck are pivoted, as at 57, to acap 58, consisting of a metallic bar having an inverted- U shape incross-section. Each two levers 56 thus connected together form atoggle-lever Which is normally arched, as shown, and pivotally connectedto one arm of each toggle-lever intermediate the ends thereof is one endof a link 59, the other end of said link being movably or looselyconnected to the other arm or member of the toggle-lever in any suitablemanner-ms, for

example, by slotting the end of the link, as p y at 60, and passing apiu 6l through said slot and through the arm of the toggle-lever. Thecaps 58 of the toggle-levers bear against the bottom of the car neareach side 0f the latter, and in practice Wear-plates (not shown) Will bebolted to the under side of the car, against which the caps Willimpinge.

Normallyor when the ear is running on a straight portion of the trackthe holsters will be perfectly parallel with each other, and the caps 58will stand at the same height, so that the car Will bear with equalweight on both caps, or, more properly speaking, Will rest noappreciable portion of its Weight on either cap. When the car strikes acurve, however, the end sections B and C assume angular positionsrelatively to the central section, as before explained, thereby causingthe holsters to lie radially to the curvature of the track. This causesthe ends of the holsters on the inner side of the curve to approach eachother and theA ends ou the outer side of the curve to recede from eachother. the proximate ends of the bolsters move the heads 55 thereontoward one another, and thus fold the toggle-lever together, therebyelevating the cap 58 carried by said toggle-lever and raising that sideof the car which is on the lovtT side of the curve. At the same time thesleeves on the other ends of the holsters have receded from one anotherwith the bolsters, thereby permitting the toggle-lever on that side tounfold or spread apart, thus lowering the cap 5l, carried thereby, andWith it that side of the carwhich is on the high side of the curve. .Bysuch means the car is automatically'held in a level position Whenrounding the curve, while at the same time permitting the wheels tofollow the different pitch of the two rails to resist the centrifugalforce of the car or the tendency to leave the track. The slotted linksdescribed operate'to brace the members ofthe toggle-levers together andIOO IIO

The sleeves 51 on also prevent the members thereof from becomingseparated and drawing thev rods or pins 54 entirely from the sleeves. Inorder to hold and brace the toggle-levers in their upright positions,the following means are provided: Pivotally attached to the oppositeends of the cross-brace 30 are the adjacent ends of twovertically-swinging arms 62, the outer or remote ends of said arms beingpivotally connected to the caps 58. Said arms operate to prevent thetoggle levers from spreading apart or flexing inwardly and may beconveniently constructed as follows: Each of the arms may consist of afiat metallic plate, one end of which is bent to form an eye or loop 63,which loosely encircles a staple 64E, the legs of said staple beingloosely fitted in snitable perforations formed in the cross-brace 30.Theopposite end of the plate is also bent to form a loop or eye 65, thatencircles a pin 66 and is slotted, as at 67. The eye of an eyebolt 68 isinserted in the slotted end of the plate, and the pinv 66 is then driveninto the loop 65 and through the eye of the bolt. The threaded end ofthe bolt is passed through a suitable aperture in the cap 58, and nuts69 are screwed over said bolt on opposite sides of the cap. Sucharrangement permits the ready attachment, removal, and adjustment of thearms and toggle-levers; but it will be manifest that the arms may bepivotally connected to the toggle-levers and bed-frame by various othermeans.

In Fig. 8 I have illustrated a modified means for supporting the sidesof the car against oscillating o1' swaying movement on its kingbolts orpintles. In the modified arrangement illustrated in said gure of thedrawings solid arched bars 70 are substituted for the toggle-leversbefore described, the ends of said bars being provided with pins 54,that are movably fitted in the sleeves 5l in the same manner as thetoggle-levers. Each of said arched bars is preferably stiffened andstrengthened by an integral brace 7l, which unites the inclined portionsof said arched bar, as shown. The apexes 72 of the arched bars 70 bearagainst the under opposite sides of the car and prevent the latter fromoscillating or swaying on its pivotal bearings 39. The arched bars,however, do not operate in any way to raise the low side of the car inturningacurve, as do the toggle-levers before described, said archedbars merely serving as supports for the sides of the car, as described.

I have described my improved truck as being applied to railway-cars, butit will be manifest that it may also be applied to streetcars, and bythe term railway-car truck7 I wish to be understood as includingstreetcars and cars of every kind to which the invention is applicable.

Having described my invention, claim is- I. In a railway-car truck, thecombination with three Wheeled sections, the end sections what I tralsection, 'of a car-supporting frame or platform supported at its ends onthe end sections at points intermediate the wheels of the central andend sections and substantiallyonethird nearerthe wheelsof the endsections than the wheels of the central section, whereby the weight ofthe car is equally distributed on the wheels of all three sections, theends of said car-supporting frame or platform having both an oscillatingand endwise-sliding movement on the end sections,substantially asdescribed.

In a railway-car truck, the combination with three wheeled sections, theend sections being iiexibly connected at their adjacent ends centrallyto the central section, of bolsters carried by and yieldingly supportedon the end sections between the wheels of the end and centralsections,and a car-supporting frame movably supported at its oppositeends on said bolsters, substantially as described. 4. In a railway-cartruck, the combination with three wheeled sections, the inner ends ofthe end sections being supported on and pivotally connected centrally tothe central section, of bolsters carried by and yieldingly supported onthe end sections between the wheels of the end and central sections, anda car-supporting frame or platform movably supported at its oppositeends on said bolsters and provided centrally with means for pivotallyconnecting said frame or platform to the car, substantially asdescribed.

5. In a railway-car truck, the combination with three wheeled sections,the cent-ral section being provided centrally with a hollow boss orboxing vertically slotted on its ends, of rods or pins attached to theinner ends of the end sections and each providedwith a cup-shaped head,said rods or pins loosely resting in said slots and the cup-shaped headsloosely resting in the boss or boxing, and an antifriction-ball disposedbetween the concave faces of said cup-shaped heads, substantially asdescribed.

6. In a railway-car truck, the combination with three wheeled sections,the central section being provided centrally with a hollow boss orboxing vertically slotted on its ends, and a brass removably iitted insaid boss or boxing and having a concave upper face, of rods or pinsattached to the inner ends of the end sections and each provided with acupshaped head, said rods or pins loosely resting in said slots and thecup-shaped heads loosely resting in the boss or boxing and on the ICGIIC'

brass, and an antifriction-ball disposed between the concave faces ofsaid cup-shaped heads, substantially as described.

7. In a railwaycar truck, the combination of three wheeled sections, theend sections being fiexibly connected centrally to the central section,and the wheels of each section being each mounted on an independentaxle, substantially as described.

8. In a railway-car truck, the combination with three wheeled sections,the'end sections being iiexibly connected centrally to the centralsection, and the wheels of each section being each mounted on anindependent axle, of a car-supporting frame orplatform movably supportedat. its ends on the end sections at points intermediate the wheels oftheend and central sections, substantially as described.

' 9. In a railway-car truck, the combination with three wheeledsections, the end sections being iiexibly connected centrally to thecentral section, and the wheels of each section being mounted on anindependent axle, of a car-supporting frame or platform movablysupported at its ends on the end sections at points intermediate thewheels ofthe end and central sections, and a pivotal support for the carcarried centrally by said frame or platform, substantially as described.

l0. Ina railway-car truck, the combination with three wheeled sections,the end sections being flexibly connected at their inner ends to thecentral section, of holsters carried by the end sections between thewheels of the end and central sections, springs on which said holstersrest, and a car-supportin g frame or platform movably supported at itsopposite ends on said' holsters, substantially as described.

ll. In a railway-car truck, the combination with three wheeled sections,the end sections being flexibly connected to the central section, ofhousings carried by the end sections between the wheels of the end andcentral sections, springs arranged in said housings, holsters iitted inthe housings and resting on said springs, said holsters beingvertical-ly movable in the housings, and a car-support ing frame orplatform movably supported at its opposite ends on said holsters,substantially as described.

l2. In a railway-car truck, the combination with three wheeled sections,the end sections being flexibly connected to the central section, othousings carried bythe end sections between the wheels of the end andcentral sections, springs arranged in said housings, holsters fitted attheir ends in the housings and resting on said springs, said holstersbeing vertically movable in the housings, bolts passing verticallythrough the housings and loosely through the holsters, and a car frameor platform movably supported at its opposite ends on said holsters,substantially as described. Y

13. In a railwaycar truck, the combination with three wheeled sections,the end sections being flexibly connected to the central section, ofholsters carried by the end sections between the wheels of the end andcentral sections, a car-supporting frame or platform movahly supportedat its opposite ends on said holsters, and having both an oscillatingand endwisesliding movement thereon, and

`a pivotal connection for the car yieldingly `said beams, and apillow-block supported on the pillow-beam and provided witha pedestal onwhich the car is pivotally mounted, substantially as described.

l5. In a railway-car truck, the combination with three wheeled sections,the end sections being iexibly connected to the central section, ofholsters carried by the end sections between the wheels of the end andcentral sections, a car-supporting frame or platform comprising twolongitudinal and parallel beams rigidly connected together and movablysupported at their ends on the holsters, hangers pendent from saidbeams, springs carried by said hangers, a pillow-beam arranged betweensaid beams and seated on said springs, and a pillow-block fixedcentrally on the pillow-beam,and provided with a pedestal on which thecar is pivotally mounted, substantially as described.

16. In a railway-car truck, the combination with three wheeled sections,the end sections being iexibly connected to the central section, ofholsters carried by the end sections between the wheels of the end andcentral sections, a car-supporting frame or platform comprising twolongitudinal and parallel beams rigidly connected together and movablysupported at their ends on the holsters, hangers pendentfrom the ends ofsaid beams, springs carried by said hangers, a pillow-beam seated at itsends on said springs and comprising two metallic plates rigidly unitedat their ends and center by connecting-webs, a pillow-block ixed on thecentral web, and a car-supporting pedestal fixed in the pillowlblock andhaving a concave recess in its upper end in which the king-bolt of thecar is stepped, substantially as described.

17. ln a railway-car truck, the combination with three wheeled sections,the end sections being flexibly connected to the central section, ofholsters carried by the end sections, a car-supporting frame or platformcomprising two longitudinal and parallel beams rigidly conneetedtogether and movahly sup- IOO ported at their ends on the bolsters,hangers pendent from the ends of said beams, springs carried by saidhangers, a pillow-beam seated at its ends on said springs and comprisingtwo metallic plates rigidly united at their ends and center byconnecting-webs, a pillowblock fixed on the central web, a cross-bracerigidly connected at its ends centrally to the parallel beams of thesupporting frame or platform and centrally apertured, said crossbraceextending over the top of the pillowblock, and a car-supporting pedestalfixed in the pillow-block and projecting through the aperture in thecross-brace, substantially as described.

1S. In a railway-car truck, the combination with three wheeled sections,the end sections being lexibly connected to the central section,'ofbolsters carried by the end sections and provided on their upper sideswith concave sockets, shoes rotatably seated in said sockets and eachconsisting of an approximately U -shaped body portion having a pendentpintle rotatably seated in one of said sockets, and a car-supportingframe or platform provided with longitudinal beams the ends of which areslidably mounted in said l shoes, substantially as described.

19. In a railway-car truck, the combination with three wheeled sections,the end sections being flexibly connected to the central section, ofbolsters carried by the end sections and provided on their upper sideswith concave sockets, shoes rotatably seated in said sockets and eachconsisting of an approximately U -shaped body portion provided with arecess on its upper side between its vertical walls to form anoil-receptacle, and provided on its under side with a pendent pintlerotatably seated in one of said sockets, and a car-supporting frame orplatform provided with longitudinal beams the ends of which are slidablymounted in said shoes, said beams being provided on their under sideswith projections that are movably seated in the recesses in the shoes,substantially as described.

20. In a railway-car truck, the combination with three wheeled sections,the end sections being iiexibly connected to the central section, ofbolsters carried by the end sections between the wheels of the end andcentral sections, a car-supporting frame or platform comprising twolongitudinal and parallel beams rigidly connected together and movablysupported at their ends on the bolsters, a pillow-beam yieldinglysupported between said beams and provided centrally with a pivot-restfor the car, arms pendent from said frame or platform and projectingbelow and in front and rear of the central section, and a tie-rodextending underneath the central section and fixed at its ends in saidpendent arms, substantially as described.

21. In a railway-car truck, the combination with three wheeled sections,the end sections being flexibly connected to the central section, of acar-supporting frame or platform movably supported at its ends on theend sections and provided 'centrally with a vpivotsupport for the car,of toggle-levers arranged on each side of the truck and connected at,

their ends with the end sections of the truck, saidtoggle-levers attheir centers being arranged to engage the under side of the car onropposite sides of the longitudinal centerthereof, whereby when the endsections assume angular positions relatively to the central section inrounding a curve, the toggle-lever on the inner side vof the curve willbe partially folded and operate to raise the corresponding side of thecar, While the other toggle-lever will be spread out and lower itscorresponding side of the car, substantially as described.

22. In a railway-car truck, the combination with three wheeled sections,the end sections being flexibly connected to the central section, of acar-supporting frame or platform movably supported at its ends on theend sections and provided centrally with a pivotsupport for the car, oftoggle-levers arranged ou each side of the truck and connected at theirends with the end sections of the truck, said toggle-levers at theircenters being arranged to engage the under side of the car on oppositesides of the longitudinal center thereof,and links loosely connectingtogether the arms of each pair of toggle-levers, substantially asdescribed.

23. In arailWay-car truck, the combination with three Wheeled sections,the end sections being iiexibly connected to the central section, of acar-supporting frame or platform movably supported at its ends on theend sections and provided centrally with a pivotsupport for the car, oftoggle-levers arranged on each side of the truck and connected at theirends with the end sections of the truck, said toggle-levers at theircenters being arranged to engage the under side of the car on oppositesides of the longitudinal center thereof, and links each pivotallyconnected at one end to one member of the toggle-levers and connected bya pin-and-slot connection to the other member thereof, substantially asdescribed.

24. In a railway-car truck, the combination with three wheeled sections,the end sections being exibly connected to the central section, of acar-supporting frame or platform movably supported-at its ends on theend sections and provided centrally with a pivot-support for the car, oftoggle-levers arranged on each side of the truck and connected at theirends with the end sections of the truck, said toggle-levers at theircenters being arranged to engage the under side of the car on oppositesides of the longitudinal center thereof, and arms loosely connected tothe upper ends of said toggle-levers and to the car-supporting frame,substantially as described.

25. In a railway-car truck, the combination with three wheeled sections,the end sections being iiexibly connected to the central sec- IOO IIO

IZO

tion, of a car-supporting` frame or platform movably supported at itsends on the end sections and provided centrally with a pivot-support forthe car, of toggle-levers arranged on each side of the truck andconnected at their ends with the end sections of the truck, saidtoggle-levers at ltheir centers being arranged to engage the under sideof the car on opposite sides of the longitudinal center thereof, andarms each pivoted at one end to the said frame or platform and at theother end adjustably connected to the upper end of one of thetoggle-levers, substantially as described.

26. In a railway-car truck, the combination with three wheeled sections,the end sect-ions being flexibly connected to the central section, of acar-supporting frame or platform movably supported at its ends on theend sections and provided centrally with a pivot-su pport for the car,toggle-levers arranged on each side of the truck and connected at theirends with the end sections of the truck, said toggle-levers at theircenters being arranged to engage the under side of the car on oppositesides 0I' the longitudinal center thereof, and arms each detachablypivoted at one end to the said frame or platform and adjustablyconnected at the other end to the upper end of one of the toggle-levers,substantially as described.

27. In arailway-car truck, the combination with three wheeled sections,the end sections being` iiexibly connected to the central section, of acar-supporting frame or platform movably supported at its ends onbolsters carried by the end sections and provided centrally with apivot-support for the car, said bolsters being provided near their endswith vertical sockets, sleeves provided intermediate their ends withpintles journaled in said sockets, togglelevers arranged on each side ofthe truck and provided at their ends with pivoted heads having rods orpins slidably fitted in said sleeves, said toggle-levers at theircenters being` arranged to engage the under side of the car on oppositesides of the longitudinal center thereof, substantially as described.

2S. In a railway-car truck, the combination with three Wheeled sections,the end sections being exibly connected centrally to the centralsection, of a car-supporting frame or platform movably supported at itsends on the end sections at points intermediate the wheels of the endand central sections, a pivotal supportfor the car carried centrally bysaid frame or platform, and supports for the sides of the car supportedat their ends by the endsections, substantially as described.

In testimony whereof I have hereunto set my hand in presence of twosubscribing Witnesses.

FRANCIS F. SHAFFER.

Witnesses:

BERNARD COYLE, J. B. HUMBRID.

